Pilot Captain Quotes

Scarlet cocked her head. “Are you sure you don’t want me to go? It’s going to require some precise manuvering to attach to the docking clamp, and from what Cinder told me about your flying skills…” “What do you mean? What did Cinder say about my flying skills?” Scarlet and Cinder shared a look. “Naturally, she told me that you’re a fantastic pilot,” said Scarlet, “Absolutely top-notch.” “I think she was practicing her sarcasm,” said Iko. Thorne glared, but Cinder only shrugged.

They kill hundreds of people, those pilots. I would have loved to have flown the plane that dropped the bomb on Japan. A couple of dudes killed hundreds of thousands. That f****** rules! Yeah!

The princess, the scoundrel, the farm boy. The senator, the smuggler, the dreamer. The Rebel leader, the captain, the pilot. More than what they believed of themselves. More than what others saw of them. And together, a new hope for the future.

Excellent," said Cinder, standing up and brushing off her hands. "I was beginning to worry we wouldn't have a pilot for when it's time to take Kai back to Earth. Now I just have to worry about not having a competent one." Thorne leaned against the crate Cress was organizing. She froze, but when she dared to peer up through her lashes, his attention was on the other side of the cargo bay. "Oh, Cinder, I've missed seeing your face when you make sarcastic comments in an attempt to hide your true feelings about me." "Please." Rolling her eyes, Cinder started organizing the guns against the wall. "See that eye roll? It translates to 'How am I possibly keeping my hands off you, Captain?" "Yeah, keeping them from strangling you." Kai folded his arms, grinning. "How come no one told me I had such steep competition?" Cinder glared. "Don't encourage him.

CAPT. J. W. SIMMONS, master of the steamship Pensacola, had just as little regard for weather as the Louisiana’s Captain Halsey. He was a veteran of eight hundred trips across the Gulf and commanded a staunch and sturdy ship, a 1,069-ton steel-hulled screw-driven steam freighter built twelve years earlier in West Hartlepool, England, and now owned by the Louisville and Nashville Railroad Company. Friday morning the ship was docked at the north end of 34th Street, in the company of scores of other ships, including the big Mallory liner Alamo, at 2,237 tons, and the usual large complement of British ships, which on Friday included the Comino, Hilarius, Kendal Castle, Mexican, Norna, Red Cross, Taunton, and the stately Roma in from Boston with its Captain Storms. As the Pensacola’s twenty-one-man crew readied the ship for its voyage to the city of Pensacola on Florida’s Gulf Coast, two men came aboard as Captain Simmons’s personal guests: a harbor pilot named R. T. Carroll and Galveston’s Pilot Commissioner J. M. O. Menard, from one of the city’s oldest families. At

My gad," one of them, warrant officer pilot, captain and M. C. in turn said to me once; "if you can treat a crate that way, why do you want to fly at all?

The princess, the scoundrel, the farm boy. The senator, the smuggler, the dreamer. The Rebel leader, the captain, the pilot.

Pilots have an established history of committing mass murder during their suicides.

On a calm sea, every man is a pilot.

I have just gotten sick of always being called intense, you know?" "Intense is good", Maria saya. "Not for little girls" "For little girls who want to be the first female fighter pilots?

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw. The

Three black men walked past us wearing airline uniforms, visored caps, white pants and jackets whose shoulders bristled with epaulettes. Black pilots? Black captains? It was 1962. In our country, the cradle of democracy, whose anthem boasted ‘the land of the free, the home of the brave,’ the only black men in our airports fueled planes, cleaned cabins, loaded food or were skycaps, racing the pavement for tips.

Imagine then a fleet or a ship in which there is a captain who is taller and stronger than any of the crew, but he is a little deaf and has a similar infirmity in sight, and his knowledge of navigation is not much better. The sailors are quarrelling with one another about the steering --every one is of opinion that he has a right to steer, though he has never learned the art of navigation and cannot tell who taught him or when he learned, and will further assert that it cannot be taught, and they are ready to cut in pieces any one who says the contrary. They throng about the captain, begging and praying him to commit the helm to them; and if at any time they do not prevail, but others are preferred to them, they kill the others or throw them overboard, and having first chained up the noble captain's senses with drink or some narcotic drug, they mutiny and take possession of the ship and make free with the stores; thus, eating and drinking, they proceed on their voyage in such a manner as might be expected of them. Him who is their partisan and cleverly aids them in their plot for getting the ship out of the captain's hands into their own whether by force or persuasion, they compliment with the name of sailor, pilot, able seaman, and abuse the other sort of man, whom they call a good-for-nothing; but that the true pilot must pay attention to the year and seasons and sky and stars and winds, and whatever else belongs to his art, if he intends to be really qualified for the command of a ship, and that he must and will be the steerer, whether other people like or not-the possibility of this union of authority with the steerer's art has never seriously entered into their thoughts or been made part of their calling. Now in vessels which are in a state of mutiny and by sailors who are mutineers, how will the true pilot be regarded? Will he not be called by them a prater, a star-gazer, a good-for-nothing?

Many words made no sense to me; it was a particular kind of language, highly stylized, while at the same time much of the dialogue between officers seemed informal, even casual. What was at once evident was Captain Janeway’s love of science, her unusual friendship with the Vulcan Tuvok, her need for adventure, and her mettle. In the pilot script, her name was Elizabeth Janeway, and although I knew I had my work cut out for me, I felt an instant and natural affinity with this woman. I liked her style.

As the Pensacola’s twenty-one-man crew readied the ship for its voyage to the city of Pensacola on Florida’s Gulf Coast, two men came aboard as Captain Simmons’s personal guests: a harbor pilot named R. T. Carroll and Galveston’s Pilot Commissioner J. M. O. Menard, from one of the city’s oldest families.

The anchor was instantly dropped, and the chain ran rattling through the port-hole. Dantes continued at his post in spite of the presence of the pilot, until this manoeuvre was completed, and then he added, “Half-mast the colors, and square the yards!” “You see,” said Danglars, “he fancies himself captain already,

Marine Captain Bankson T. Holcomb, Jr., a Japanese-language officer detached from Pearl Harbor’s codebreaking unit, picked up a transmission by a Japanese patrol pilot (probably the same one that had been picked up by the carrier’s radar). The aircraft had reached the end of its patrol route and the pilot had “nothing to report.

An interesting captain on there, McNamara. Th e United States Lines had three captains. Every company had their captains that were notorious, and U.S. Lines had McNamara. Later on, McNamara, he dies, and the Wilmington Union Hall for Masters, Mates and Pilots—cuz he was captain, he would come out of that hall—they had a party when he died. Baked a cake. It wasn’t every day you got to lose one like him. Some people took this more seriously than others is the only way I can phrase this.

The office, which had an outside entrance for ordinary visitors, was separated from the parlor by a sliding door; though Mr. Clutter occasionally shared the office with Gerald Van Vleet, a young man who assisted him with the management of the farm, it was fundamentally his retreat—an orderly sanctuary, paneled in walnut veneer, where, surrounded by weather barometers, rain charts, a pair of binoculars, he sat like a captain in his cabin, a navigator piloting River Valley’s sometimes risky passage through the seasons.

He staggers through the forest. The burning forest. Bits of brush smoldering. A stormtrooper helmet nearby, charred and half melted. A small fire burns nearby. In the distance, the skeleton of an AT-AT walker. Its top blown open in the blast, peeled open like a metal flower. That burns, too. Bodies all around. Some of them are faceless, nameless. To him, at least. But others, he knows. Or knew. There—the fresh-faced officer, Cerk Lormin. Good kid. Eager to please. Joined the Empire because it’s what you did. Not a true believer, not by a long stretch. Not far from him: Captain Blevins. Definitely a true believer. A froth-mouthed braggart and bully, too. His face is a mask of blood. Sinjir is glad that one is dead. Nearby, a young woman: He knows her face from the mess, but not her name, and the insignia rank on her chest has been covered in blood. Whoever she was, she’s nobody now. Mulch for the forest. Food for the native Ewoks. Just stardust and nothing. We’re all stardust and nothing, he thinks. An absurd thought. But no less absurd than the one that follows: We did this to ourselves. He should blame them. The rebels. Even now he can hear them applauding. Firing blasters into the air. Hicks and yokels. Farm boy warriors and pipe-fitter pilots. Good for them. They deserve their celebration. Just as we deserve our graves.

boat at Whitewater and got aboard that way.” “What’s a pilot boat?” Phyllis laughed. “How long have you been in Inishowen?” “I know. I’m still learning.” “When a large ship enters an estuary, a local pilot is taken out to the ship in a small boat. The pilot then takes over from the captain and directs the boat up the estuary and into the harbor. There used to be a pilot station down at Whitewater, just below the church. I can’t believe you’ve never heard about the Sadie. Sure, that’s what happened to the Devitts.” I was confused. “I thought …?” At that moment my phone rang. I reached over to get it, checking the time before I answered it. I stood up quickly, nearly knocking my cup over. It was 2:05 p.m. “Ben, where are you?” It was Leah. “You’ve

On September 6, 1522, a battered ship appeared on the horizon … A small pilot boat was dispatched to lead the strange ship over the reefs … The vessel they were guiding into the harbor was manned by a skeleton crew of just eighteen sailors and three captives, all of them severely malnourished. … Their captain was dead, as were the officers, the boatswains, and the pilots; in fact, nearly the entire crew had perished … the ship, Victoria, … had departed three years earlier. No one knew what had become of her … Despite the journey’s hardships, Victoria and her diminished crew accomplished what no other ship had ever done before. By sailing west until they reached the East, and then sailing on in the same direction, they had fulfilled an ambition as old as the human imagination, the first circumnavigation of the globe

it was probably more dangerous to remain aboard the fuel- and explosive-laden jeep carrier than to take off and glide-bomb a Japanese capital ship. As Leonard Moser, a plane captain on the Fanshaw Bay, was changing a carburetor on a VC-68 aircraft, half a dozen pilots hovered nearby, coveting a chance to climb into that cockpit and get their tails off the ship. The aviation machinist’s mate finished the job, then climbed up into the cockpit. “What are you doing?” one of the pilots asked. “I’m going to check this damn engine out,” Moser said, “and then go find a hole to hide in.” The pilot said that he would do his own engine check this time, thank you very much. Moser stepped aside. “He got in, started it up, and took off with a cold motor. My helper didn’t even have all of the cowling on. That pilot was glad to leave.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, 'God will take care of me.' A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, 'God will take care of me.' A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: 'You promised that you’d help me so long as I was faithful.' God replied, 'I sent you a car, a boat, and a helicopter. Your death is your own fault.' God helps those who help themselves.

A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves.

Mamaw often told a parable: A young man was sitting at home when a terrible rainstorm began. Within hours, the man’s house began to flood, and someone came to his door offering a ride to higher ground. The man declined, saying, “God will take care of me.” A few hours later, as the waters engulfed the first floor of the man’s home, a boat passed by, and the captain offered to take the man to safety. The man declined, saying, “God will take care of me.” A few hours after that, as the man waited on his roof—his entire home flooded—a helicopter flew by, and the pilot offered transportation to dry land. Again the man declined, telling the pilot that God would care for him. Soon thereafter, the waters overcame the man, and as he stood before God in heaven, he protested his fate: “You promised that you’d help me so long as I was faithful.” God replied, “I sent you a car, a boat, and a helicopter. Your death is your own fault.” God helps those who help themselves. This was the wisdom of the Book of Mamaw.

Captain Sergei Volodin was an Air Force helicopter pilot who often flew a specially equipped Mi-8 transport helicopter around Ukraine. The aircraft was fitted with a dosimeter that Captain Volodin had used in the past to test radiation levels around Chernobyl out of his own personal curiosity. Prior to the 26th it had never even flickered. On the night of the accident, he and his crew were on standby for the Emergency Rescue shift covering the wider Kiev area, making his the first aircraft to arrive on the scene. As he flew around Pripyat, an Army Major in the rear measured radiation from a personal dosimeter. Neither wore any protective clothing. Volodin’s equipment went haywire as he cycled through its measurement ranges: 10, 100, 250, 500 roentgens. All were off the scale. “Above 500, the equipment - and human beings - aren’t supposed to work,” he remembers. Just as he was seeing his own readings, the Major burst into the cockpit screaming, “You murderer! You’ve killed us all!” The air was emitting 1,500 roentgens-per-hour. “We’d taken such a high dose,” the pilot says, “he thought we were already dead.”161

To oversee all the details yourself in person; to be at once pilot and captain, and owner and underwriter; to buy and sell and keep the accounts; to read every letter received, and write or read every letter sent; to superintend the discharge of imports night and day; to be upon many parts of the coast almost at the same time—often the richest freight will be discharged upon a Jersey shore;—to be your own telegraph, unweariedly sweeping the horizon, speaking all passing vessels bound coastwise; to keep up a steady despatch of commodities, for the supply of such a distant and exorbitant market; to keep yourself informed of the state of the markets, prospects of war and peace everywhere, and anticipate the tendencies of trade and civilization—taking advantage of the results of all exploring expeditions, using new passages and all improvements in navigation;—charts to be studied, the position of reefs and new lights and buoys to be ascertained, and ever, and ever, the logarithmic tables to be corrected, for by the error of some calculator the vessel often splits upon a rock that should have reached a friendly pier—there is the untold fate of La Prouse;—universal science to be kept pace with, studying the lives of all great discoverers and navigators, great adventurers and merchants, from Hanno and the Phoenicians down to our day; in fine, account of stock to be taken from time to time, to know how you stand.

The native allies arrived in time, and Cortés then organized his troops for battle. I divided them and assigned them to three captains, each of whom with his division was to be stationed in one of three cities around Tenochtitlán. I made Pedro de Alvarado captain of one division and assigned him thirty horsemen, eighteen crossbow-men and gunners, and one hundred and fifty foot soldiers, and more than twenty-five thousand warriors of our allies. They were to make their headquarters at Tacuba. I made Cristóbal de Olid captain of another division . . . the division to make their headquarters in Coyoacán. Gonzalo de Sandoval was captain of the third division . . . This division was to go to Ixtapalapa and destroy it, then to advance over a causeway, protected by the ships, to join the garrison at Coyoacán. After I entered the lake with the ships, Sandoval would fix his headquarters where it suited him best. For the thirteen ships I left three hundred men, almost all of them sailors and well drilled, so that each ship had twenty-five Spaniards, and each of the small vessels had a captain, a pilot, and six crossbowmen and gunners. On May 10, Alvarado and Olid left Texcoco with their commands. The siege of Tenochtitlán was about to begin. It was to become the longest siege and one of the bloodiest battles in the history of the New World. At its end, an entire civilization would be destroyed and the largest city ever found by the conquistadors laid waste.

Discovery first flew in 1984, the third orbiter to join the fleet. It was named for one of the ships commanded by Captain James Cook. Space shuttle Discovery is the most-flown orbiter; today will be its thirty-ninth and final launch. By the end of this mission, it will have flown a total of 365 days in space, making it the most well traveled spacecraft in history. Discovery was the first orbiter to carry a Russian cosmonaut and the first to visit the Russian space station Mir. On that flight, in 1995, Eileen Collins became the first woman to pilot an American spacecraft. Discovery flew twelve of the thirty-eight missions to assemble the International Space Station, and it was responsible for deploying the Hubble Space Telescope in 1990. This was perhaps the most far reaching accomplishment of the shuttle program, as Hubble has been called the most important telescope in history and one of the most significant scientific instruments ever invented. It has allowed astronomers to determine the age of the universe, postulate how galaxies form, and confirm the existence of dark energy, among many other discoveries. Astronomers and astrophysicists, when they are asked about the significance of Hubble, will simply say that it has rewritten the astronomy books. In the retirement process, Discovery will be the “vehicle of record,” being kept as intact as possible for future study. Discovery was the return-to-flight orbiter after the loss of Challenger and then again after the loss of Columbia. To me, this gives it a certain feeling of bravery and hope. ‘Don’t worry,’ Discovery seemed to tell us by gamely rolling her snow-white self out to the launchpad. 'Don’t worry, we can still dream of space. We can still leave the earth.’ And then she did.

some small counting house on the coast, in some Salem harbor, will be fixture enough. You will export such articles as the country affords, purely native products, much ice and pine timber and a little granite, always in native bottoms. These will be good ventures. To oversee all the details yourself in person; to be at once pilot and captain, and owner and underwriter; to buy and sell and keep the accounts; to read every letter received, and write or read every letter sent; to superintend the discharge of imports night and day; to be upon many parts of the coast almost at the same time—often the richest freight will be discharged upon a Jersey shore;—to be your own telegraph, unweariedly sweeping the horizon, speaking all passing vessels bound coastwise; to keep up a steady despatch of commodities, for the supply of such a distant and exorbitant market; to keep yourself informed of the state of the markets, prospects of war and peace everywhere, and anticipate the tendencies of trade and civilization—taking advantage of the results of all exploring expeditions, using new passages and all improvements in navigation;—charts to be studied, the position of reefs and new lights and buoys to be ascertained, and ever, and ever, the logarithmic tables to be corrected, for by the error of some calculator the vessel often splits upon a rock that should have reached a friendly pier—there is the untold fate of La Prouse;—universal science to be kept pace with, studying the lives of all great discoverers and navigators, great adventurers and merchants, from Hanno and the Phoenicians down to our day; in fine, account of stock to be taken from time to time, to know how you stand. It is a labor to task the faculties of a man—such problems of profit and loss, of interest, of tare and tret, and gauging of all kinds in it, as demand a universal knowledge. I have thought that Walden Pond would be a good place for business, not solely on account of the railroad and the ice trade; it offers advantages which it may not be good policy to divulge; it is a good port and a good foundation. No Neva marshes to be filled; though you must everywhere build on piles of your own driving. It is said that a flood-tide, with a westerly wind, and ice in the Neva, would sweep St. Petersburg from the face of the earth. As this business was to be entered into without the usual capital, it may not be easy to conjecture where those means, that will still be indispensable to every such undertaking, were to be obtained.

What do you call an evil leader digging a hole? Darth Spader   What do you call Obi Wan eating crunchy toast? Obi Crumb   What do call a padawan who likes to play computer games? i'Pad' me   What do you call a starship pilot who likes to drink cocoa? Han Coco   What starship is always happy to have people aboard? The Millennium Welcome   What did Yoda say to Luke while eating dinner? Use the fork Luke.   What do you call a Sith who won't fight? A Sithy.   Which Star Wars character uses meat for a weapon instead of a Lightsaber? Obi Wan Baloney.   What do call a smelly droid? R2DPOO   What do call a droid that has wet its pants? C3PEE0   What do you call a Jedi who loves pies? Luke PieWalker?   What do call captain Rex when he emailing on a phone? Captain Text   What evil leader doesn’t need help reaching? Ladder the Hutt   What kind of evil lord will always say goodbye? Darth Later   Which rebel will always win the limbo? Han LowLow   What do you call R2D2 when he’s older? R2D3   What do you call R2D2 when he’s busting to go to the toilet? R2DLoo   What do call Padme’s father? Dadme   What’s do you call the Death Star when its wet? The Death Spa   What do call R2D2 when he climbs a tree? R2Tree2   What do you say a Jedi adding ketchup to his dinner? Use the sauce Luke.   What star wars baddy is most likely to go crazy? Count KooKoo   What do call Count Dooku when he’s really sad? Count Boohoo   Which Jedi is most likely to trick someone? Luke Liewalker   Which evil lord is most likely to be a dad? Dadda the Hutt   Which rebel likes to drink through straws? Chew Sucker   Which space station can you eat from? The Death bar   What do call a moody rebel? Luke Sighwalker   What do you call an even older droid R2D4   What do call Darth Vader with lots of scrapes? Dearth Grazer   What call an evil lord on eBay? Darth Trader   What do call it when an evil lord pays his mum? Darth Paid-her   What do call an evil insect Darth Cicada   What sith always teases? General Teasers   Who's the scariest sith? Count Spooko   Which sith always uses his spoon to eat his lunch Count Spoonu   What evil lord has lots of people living next door? Darth Neighbour   What Jedi always looks well dressed? Luke TieWalker   Which evil lord works in a restaurant? Darth waiter   What do you call a smelly storm trooper? A storm pooper   What do you call Darth Vader digging a hole? Darth Spader   What do you C3PO wetting his pants? C3PEE0   What do you call Asoka’s pet frog? Acroaka   What do you call a Jedi that loves pies? Luke Piewalker   What rebel loves hot drinks? Han Coco   What did Leia say to Luke at the dinner table? Use the fork Luke.   What do call Obi Wan eating fruit? Obi plum   What do you call Obi in a band? Obi Drum   What doe Luke take out at night? A Night Sabre   What is the favourite cooking pot on Endor? The e Wok

God may be the captain pilot of this universe, but it appears that the Devil is his co-pilot!

This means that the high performance habits you’ll learn in this book are deliberate habits. These must be consciously chosen, willed into existence, and continually revisited to strengthen your character and increase your odds of success. Deliberate habits usually won’t come easily. You have to practice them with real mental focus, especially in changing environments. Every time you feel stuck, every time you start a new project, every time you measure your progress, every time you try to lead others, you must deliberately think about the high performance habits. You’ll have to use them as a checklist, just as a pilot uses a preflight checklist before every takeoff. I believe this is a good thing, too. I don’t want my clients getting ahead unconsciously, reactively, or compulsively. I want them to know what they do to win, and do it with full intention and purpose. That way, they are captains of their own fate, not slaves to their impulses. I want you in charge, conscious, and clear about what you’re doing, so you can see your performance get better and better—and so you can help others get better, too. It’s going to take a lot of work to deploy the high performance habits you’re about to learn, but don’t shy from the effort. When you knock on the door of opportunity, do not be surprised that it is Work who answers.

Captain, we’ve got a problem.”  A second crew pilot was driving along the floor of the Mediterranean Sea and reached around to shake the shoulder of Toby Warson, who was in his usual sleeping position behind the two pilot chairs, simultaneously sound asleep and not really resting at all.  Warson blinked, looked at the screens, and shuddered.  Every TV camera on the boat showed the NR‑1 was in the middle of a field of mines that had sunk to the bottom during World War II.  The sonar, for reasons unknown, had not warned the pilot of the danger, and now the boat was completely surrounded by the ominous spines of the black mines. “Jesus!  Don’t move!  Don’t do anything!”  Warson was wide awake, knowing that high explosives become

Next time you run across an unusually good designer, landscaper, mechanic, electrician, carpenter, plumber, radiologist, surgeon, orthodontist, small business owner, computer software or graphics designer, computer networker, photographer, artist, boat captain, airplane pilot, or skilled member of any of the dozens of “dyslexia-rich” fields we’ll discuss in this book, ask if that person or anyone in his or her immediate family is dyslexic or had trouble learning to read, write, or spell.

When she arrived in Castine the USS Comfort was a tired, World War II vintage Hospital Ship. Her keel had been laid as a Maritime Commission C1-B hull, which was most frequently used in the construction of troop ships. Built by the Consolidated Steel Corporation in Wilmington, California, she was launched on March 18, 1943. As the USS Comfort (AH-6), a naval hospital ship, she served in the South Pacific during World War II, having a U.S. Navy crew and an Army medical staff. In 1945, the USS Comfort took part in the battle of Okinawa, and was struck by a kamikaze pilot, killing 28 of the ship’s personnel, including six nurses, and wounding 48 additional people. When she was decommissioned and struck from the Naval Vessel Register, her title was retained by the U.S. Army. Not being needed, she was taken up to the Hudson River Reserve Fleet near Bear Mountain in New York. In 1949 her title was returned to the Maritime Commission, who on August 24, 1953, assigned her to Maine Maritime Academy for use as a training ship.

High Stakes Like Blue Bottle Coffee, you’re facing a big problem and the solution will require a lot of time and money. It’s as if you’re the captain of a ship. A sprint is your chance to check the navigation charts and steer in the right direction before going full steam ahead. Not Enough Time You’re up against a deadline, like Savioke rushing to get their robot ready for the hotel pilot. You need good solutions, fast. As the name suggests, a sprint is built for speed. Just Plain Stuck Some important projects are hard to start. Others lose momentum along the way. In these situations, a sprint can be a booster rocket: a fresh approach to problem solving that helps you escape

busy with people getting off the boat, is it? It’s all one-way.’ Bee reached up to take the glass of whiskey Paddy was holding out to her. ‘I’ll be back,’ she said, but in her mind she was asking herself when. Captain Bob had secured a job as a captain, meeting the cargo ships and piloting them down the Mersey into the port of Liverpool, from where they had waited, out on the bar. He had already travelled to Liverpool and found them a house close to the docks. ‘It has a kitchen,’ he’d said to Bee. ‘The range is still there, but it was damaged in the war, and there’s a new gas cooker fitted next to it.’ Bee’s mouth had dropped. ‘A gas cooker? I have no idea how to use one of those. I’ll be sticking to the fire.’ Bob had just smiled at her indulgently. He understood why the traffic from Dublin was one-way. Bee would soon discover how quickly women who left the west coast of Ireland adapted from the life their ancestors had lived for hundreds of years to all the mod cons England and America had to offer. ‘Mammy!’ Ciaran shouted from the door. Bob and Bee swivelled round in their chairs as Ciaran came in, followed by Michael, who was carrying Finnbar in his arms and had Mary Kate at his side, holding his hand. ‘God love you, come here,’ said Bee to Mary Kate, who ran over to her and allowed her to pull her up onto her knee. ‘I’ve been waiting for you.’ Captain Bob and Michael exchanged

A Moran tugboat now had a line out to our stern and on the orders of the Docking Master gently but decidedly pulled the SS African Sun away from the dock, as the last of our lines were hauled in. Once out into the stream and aimed towards the channel the Docking Master went down a long wooden ladder onto the tug. Although things can differ depending on circumstances, most frequently the Tug captain is also the Docking Master. Once free of the tug the Pilot ordered half ahead and aimed the heavily laden ship down the Bay Ridge Channel and into the Upper Bay. As the Third Mate I had the responsibility to keep everything going smoothly on the bridge. It was the Captain’s ship and I had the watch but it was the Harbor Pilot who gave the orders.

NASA had convened a conference to explore the benefit of a new kind of training: Crew Resource Management. The primary focus was on communication. First officers were taught assertiveness procedures. The mnemonic that has been used to improve the assertiveness of junior members of the crew in aviation is called P.A.C.E. (Probe, Alert, Challenge, Emergency).* Captains, who for years had been regarded as big chiefs, were taught to listen, acknowledge instructions, and clarify ambiguity. The time perception problem was tackled through a more structured division of responsibilities. Checklists, already in operation, were expanded and improved. The checklists have been established as a means of preventing oversights in the face of complexity. But they also flatten the hierarchy. When pilots and co-pilots talk to each other, introduce themselves, and go over the checklist, they open channels of communication. It makes it more likely the junior partner will speak up in an emergency. This solves the so-called activation problem. Various versions of the new training methods were immediately trialed in simulators. At each stage, the new ideas were challenged, rigorously tested, and examined at their limits. The most effective proposals were then rapidly integrated into airlines around the world. After a terrible set of accidents in the 1970s, the rate of crashes began to decline.

So much happened so quickly, so much to remember forever, so much to haunt the corridors of memory. Life moves along strange paths. We are only to such a limited degree the pilot of our soul, the captain of our ship (p. 164)

Our 182-passenger Boeing Classic this morning is under the able command of Captain Hiram Slatt, discharged from service in the United States Air Force mission in Afghanistan after six heroic deployments and now returned, following a restorative sabbatical at the VA Neuropsychiatric Hospital in Wheeling, West Virginia, to his “first love”—civilian piloting for North American Airways. Captain Slatt has informed us that, once we are cleared for takeoff, our flying time will be between approximately seventeen and twenty-two hours depending upon ever-shifting Pacific Ocean air currents and the ability of our seasoned Classic 878 to withstand gale-force winds of 90 knots roaring “like a vast army of demons” (in Captain Slatt’s colorful terminology) over the Arctic Circle. As you have perhaps noticed Flight 443 is a full—i.e., “overbooked”—flight. Actually most North American Airways flights are overbooked—it is Airways protocol to persist in assuming that a certain percentage of passengers will simply fail to show up at the gate having somehow expired, or disappeared, en route. For those of you who boarded with tickets for seats already taken—North American Airways apologizes for this unforeseeable development. We have dealt with the emergency situation by assigning seats in four lavatories as well as in the hold and in designated areas of the overhead bin. Therefore our request to passengers in Economy Plus, Economy, and Economy Minus is that you force your carry-ons beneath the seat in front of you; and what cannot be crammed into that space, or in the overhead bin, if no one is occupying the overhead bin, you must grip securely on your lap for the duration of the flight. Passengers in First Class may give their drink orders now. SECURITY:

My grandpa, from his time in the Air Force almost sixty years ago, taught me critical self-evaluation on my very first flight when I was eleven. The ability to objectively look at your performance to determine the strengths and weaknesses is crucial to professionally developing in any craft.

Furthermore, working hard early also made my training so much more enjoyable. Being ahead of the power curve, or ahead of where others think you should be, is a position breeding success. You know more than is required for the flight or meeting so the stress diminishes significantly.

After January 1, 1959, the Castro Revolution changed the way business was done in Cuba. Abruptly, supplies for Cubana were no longer available, most routes were altered or suspended, and many of the pilots deserted their jobs or were exiled. In May of 1960, the new Castro administration merged all of the existing Cuban airlines and nationalized them under a drastically restructured Cubana management. At the time, many of Cubana’s experienced personnel took advantage of their foreign connections, and left for employment with other airlines. During the Bay of Pigs Invasion in April of 1961, two of the remaining Cubana DC-3’s were destroyed in the selective bombing of Cuba’s airports. Actually the only civil aviation airport that was proven to be bombed was the Antonio Maceo Airport in Santiago de Cuba. During the following years, the number of hijackings increased and some aircraft were abandoned at American airports, as the flight crews sought asylum in the United States. This corporate instability, as well as political unrest, resulted in a drastic reduction of passengers willing to fly with Cubana. Of course, this resulted in a severe reduction in revenue, making the airline less competitive. The Castro régime reacted by blaming the CIA for many of Cubana’s problems. However, slowly, except to the United States, most of the scheduled flights were restored. Not being able to replace their aging fleet with American manufactured aircraft, they turned to the Soviet Union. Currently Cubana’s fleet includes Ukrainian designed and built Antonov An-148’s and An-158’s. The Cubana fleet also has Soviet designed and built Illyushin II-96’s and Tupolev TU-204’s built in Kazan, Russia. Despite daunting difficulties, primarily due to the United States’ imposed embargo and the lack of sufficient assistance from Canada, efforts to expand and improve operations during the 1990’s proved successful. “AeroCaribbean” originally named “Empresa Aero” was established in 1982 to serve as Cuba’s domestic airline. It also supported Cubana’s operations and undertook its maintenance. Today Cubana’s scheduled service includes many Caribbean, European, South and Central American destinations. In North America, the airline flies to Mexico and Canada. With Cuban tourism increasing, Cubana has positioned itself to be relatively competitive. However much depends on Cuba’s future relations with the United States. The embargo imposed in February of 1962 continues and is the longest on record. However, Cubana has continued to expand, helping to make Cuba one of the most important tourist destinations in Latin America. A little known fact is that although Cubana, as expected, is wholly owned by the Cuban government, the other Cuban airlines are technically not. Instead, they are held, operated and maintained by the Cuban military, having been created by Raúl Castro during his tenure as the Minister of the Revolutionary Armed Forces.

Coming aboard the ship was like coming home. It didn’t take long for me to get changed into my khaki uniform and get up to the bridge. Although I was responsible for all of the various activities on the bridge, there was really very little for me to do and what little there was, was part of a well-rehearsed routine. I still had an hour before we would test the ship’s whistle, call the engine room for them to jack over the engines and then start singling up the lines. The real indication that we would depart was when the harbor pilot arrived, so I decided to go below to the pantry and make certain that there would be fresh coffee available. The first thing you always offer the harbor pilot is a hot cup of Joe. After feeling a gentle bump I looked out of the port hole and saw the black stack with a large white, block letter M on the tug's stack that would assist us with our departure. It was almost “Show Time!

After a time I saw what I believed, at the time, to be a radio relay station located out on a desolate sand spit near Villa Bens. It was only later that I found out that it was Castelo de Tarfaya, a small fortification on the North African coast. Tarfaya was occupied by the British in 1882, when they established a trading post, called Casa del Mar. It is now considered the Southern part of Morocco. In the early ‘20s, the French pioneering aviation company, Aéropostale, built a landing strip in this desert, for its mail delivery service. By 1925 their route was extended to Dakar, where the mail was transferred onto steam ships bound for Brazil. A monument now stands in Tarfaya, to honor the air carrier and its pilots as well as the French aviator and author Antoine Marie Jean-Baptiste Roger, comte de Saint-Exupéry better known as Antoine de Saint-Exupéry. As a newly acclaimed author in the literary world. “Night Flight,” or “Vol de nuit,” was the first of Saint-Exupéry’s literary works and won him the prix Femina, a French literary prize created in 1904. The novel was based on his experiences as an early mail pilot and the director of the “Aeroposta Argentina airline,” in South America. Antoine is also known for his narrative “The Little Prince” and his aviation writings, including the lyrical 1939 “Wind, Sand and Stars” which is Saint-Exupéry’s 1939, memoir of his experiences as a postal pilot. It tells how on the week following Christmas in 1935, he and his mechanic amazingly survived a crash in the Sahara desert. The two men suffered dehydration in the extreme desert heat before a local Bedouin, riding his camel, discovered them “just in the nick of time,” to save their lives. His biographies divulge numerous affairs, most notably with the Frenchwoman Hélène de Vogüé, known as “Nelly” and referred to as “Madame de B.

During his extensive career as an airmail pilot with Aéropostale, Antoine served as the company’s station manager in barren Villa Bens. During the Second World War, although he was older than most, Saint-Exupéry joined the Free French Air Force. On July 31, 1944, as fate would have it, he disappeared on a reconnaissance mission flying a P-38 Lightning over the Mediterranean, somewhere south of Marseille. The body of a French pilot was found a few days after Antoine’s disappearance and was buried in Carqueiranne, France. After his death he became an icon and national hero throughout France. For a fleeting moment I wondered what anyone could do to pass the time of day at such a remote location…. Antoine de Saint-Exupéry used his time to write books! Today the word Aéropostale takes on an entirely new meaning. It has become the name of an American retailer of casual apparel for young people. Go figure….

always about helping the captain do his job. But there were limits to this. Last was forcing me to consider these limits more

I also learned the power of a question. Asking my fellow pilot, “What do you think about this...?” was often a more effective way to finding the best solution as a crew. If the captain liked what I said and approved my ideas, I felt an immediate responsibility for the outcomes. If he dismissed them for some reason, I could just let it go. After saying my piece, and providing there were no glaring safety-related issues at stake, my role was to focus on making his plan work. No emotional angst.

During the evening the young people sat around the pilot house eating snacks and listening to Captain Boge. “Lots of places on the Ohio have odd names,” he said. “Like Dead Man’s Island or Tobacco Patch Light or Lovers’ Leap Light.” “That last one is romantic,” said Bess, who was finishing her second apple.

Welcomed by the English, Jews from all over the New World shed their converso cloaks and emigrated to Jamaica. The community soon included shipowners from Mexico and Brazil, traders from Peru and Colombia, and ship captains and pilots from Nevis and Barbados. Together their knowledge of New World trade was unsurpassed. By 1660, Jamaica had become the Jews’ principal haven in the New World. Unlike the small, isolated isles in the eastern Caribbean, Jamaica was a major island in the middle of the shipping lanes, an ideal base from which to strike at Spanish shipping,

Taking off from the USS Theodore Roosevelt on February 8, 2006, pilots Captain William G. Sizemore from VF-213, and Lieutenant Bill Frank from VF-31, flew the final F-14 combat mission.

I pressed my lips together, fighting the sting in my eyes. I wasn’t a bad person. I didn’t lie; I didn’t cheat—I didn’t hurt people on purpose. But I was…a lot. I was loud, emotional, and undoubtedly a bit of a drama queen when I’d had a glass or three of wine, like now. Mr. Captain over there probably thought I was a total bitch after that little display on the phone with Amanda. I didn’t blame him. I wore my heart on my sleeve, especially when I was pissed off. It was beyond my control. I’d never learned to play it cool or keep my mouth shut.

When I first went on deck I entered the captain’s room adjoining the pilot-house, and threw myself on a sofa. I did not keep that position a moment, but rose to go out on the deck to observe what was going on. I had scarcely left when a musket ball entered the room, struck the head of the sofa, passed through it and lodged in the foot.

There is only one unsolved case of hijacking in US aviation history - that of DB Cooper. A man, actually going by the name of Dan Cooper (it was later reported incorrectly by the media) bought a one-way ticket for flight 305 between Portland International Airport and Seattle, Washington. Shortly after take-off, Cooper whispered to an air stewardess to take a note from him, and that he had a bomb. The note requested she sit next to him and that he was hijacking the place. She did as told, and with some trepidation asked to see the bomb. Cooper opened up his briefcase enough the stewardess to see eight red cylinders in two rows. He gave her his demands - $200,000, four parachutes (two main and two reserve) and a fuel truck standing by in Seattle to refuel the aircraft as soon as it landed. This was communicated to the pilot, who in turn made the authorities aware of the situation. When the plane landed in Seattle, Cooper let all of the passengers go in exchange for the money, which the FBI had quickly assembled from nearby banks. As the plane was being refuelled, Cooper discussed his intended flight plan with the cockpit crew; he made a number of requests about altitude, direction, and even the position of the aircraft’s wing flaps. He also requested that the aircraft take off with the rear staircase deployed, however the captain refused - yet Cooper said he would lower it himself once they were airborne. Eventually, the aircraft took off, Cooper politely asked the remaining flight steward to join the crew in the cockpit and close the door. He did so, and at around 8pm the pilot saw the warning sign that the rear stairs had been lowered, and he and the rest of the crew felt a change in air pressure, indicating that the rear door had been opened. Dan Cooper - or whoever he was - had parachuted out with the money. He has never been found, and no additional information about the case have ever since come to light!

Agustín Parlá Orduña was among the early Cuban aviation aces. He was born in Key West, Florida, on October 10, 1887, and received his early education there. After Cuba was liberated from Spain, the family returned to Havana, where he continued his education. On April 20, 1912, he received his pilot’s license at the Curtiss School of Aviation in Miami. On July 5, 1913, when the Cuban Army Air Corps was formed, Agustín Parlá was commissioned as a captain in the Cuban Armed Forces. On May 17, 1913, Domingo Rosillo and Agustín Parlá attempted the first international flights to Latin America, by trying to fly their airplanes from Key West to Havana. At 5:10 a.m., Rosillo departed from Key West and flew for 2 hours, 30 minutes and 40 seconds before running out of gas. He had planned to land at the airfield at Camp Columbia in Havana, but instead managed to squeak in at the shooting range, thereby still satisfactorily completing the flight. Parlá left Key West at 5:57 in the morning. Just four minutes later, at 6:01 a.m., he had to carefully turn back to the airstrip he had just left, since the aircraft didn’t properly respond to his controls. Parlá said, “It would not let me compensate for the wind that blew.” When he returned to Key West, he discovered that two of the tension wires to the elevator were broken. On May 19, 1913, Parlá tried again and left Key West, carrying the Cuban Flag his father had received from José Martí. This time he fell short and had to land at sea off the Cuban coast near Mariel, where sailors rescued him from his seaplane.

This was supposed to be a trip about finding my own answers (and maybe finding some great shoes along the way), not about being a notch in the bedpost of Captain Freelove, no matter how fuckably handsome he was.

Aside from having been a ship’s captain and harbor pilot, Captain Hank was a high school math and science teacher and was once awarded the status of “Teacher of the Month” by the Connecticut State Board of Education. He has done extensive graduate work, was a union leader and the attendance officer at a vocational technical school. He was also an officer in the Naval Reserve and an officer in the U.S. Army for a total of over 40 years. He once said that “Life is to be lived,” and he certainly has. Active with Military Intelligence he returned to Europe, and when I asked what he did there, he jokingly said that if he had told me he would have to kill me." Peter Rommel USA-ret

From the Bridge” by Captain Hank Bracker Behind “The Exciting Story of Cuba” It was on a rainy evening in January of 2013, after Captain Hank and his wife Ursula returned by ship from a cruise in the Mediterranean, that Captain Hank was pondering on how to market his book, Seawater One. Some years prior he had published the book “Suppressed I Rise.” But lacking a good marketing plan the book floundered. Locally it was well received and the newspapers gave it great reviews, but Ursula was battling allergies and, unfortunately, the timing was off, as was the economy. Captain Hank has the ability to see sunshine when it’s raining and he’s not one easily deterred. Perhaps the timing was off for a novel or a textbook, like the Scramble Book he wrote years before computers made the scene. The history of West Africa was an option, however such a book would have limited public interest and besides, he had written a section regarding this topic for the second Seawater book. No, what he was embarking on would have to be steeped in history and be intertwined with true-life adventures that people could identify with. Out of the blue, his friend Jorge suggested that he write about Cuba. “You were there prior to the Revolution when Fidel Castro was in jail,” he ventured. Laughing, Captain Hank told a story of Mardi Gras in Havana. “Half of the Miami Police Department was there and the Coca-Cola cost more than the rum. Havana was one hell of a place!” Hank said. “I’ll tell you what I could do. I could write a pamphlet about the history of the island. It doesn’t have to be very long… 25 to 30 pages would do it.” His idea was to test the waters for public interest and then later add it to his book Seawater One. Writing is a passion surpassed only by his love for telling stories. It is true that Captain Hank had visited Cuba prior to the Revolution, but back then he was interested more in the beauty of the Latino girls than the history or politics of the country. “You don’t have to be Greek to appreciate Greek history,” Hank once said. “History is not owned solely by historians. It is a part of everyone’s heritage.” And so it was that he started to write about Cuba. When asked about why he wasn’t footnoting his work, he replied that the pamphlet, which grew into a book over 600 pages long, was a book for the people. “I’m not writing this to be a history book or an academic paper. I’m writing this book, so that by knowing Cuba’s past, people would understand it’s present.” He added that unless you lived it, you got it from somewhere else anyway, and footnoting just identifies where it came from. Aside from having been a ship’s captain and harbor pilot, Captain Hank was a high school math and science teacher and was once awarded the status of “Teacher of the Month” by the Connecticut State Board of Education. He has done extensive graduate work, was a union leader and the attendance officer at a vocational technical school. He was also an officer in the Naval Reserve and an officer in the U.S. Army for a total of over 40 years. He once said that “Life is to be lived,” and he certainly has. Active with Military Intelligence he returned to Europe, and when I asked what he did there, he jokingly said that if he had told me he would have to kill me. The Exciting Story of Cuba has the exhilaration of a novel. It is packed full of interesting details and, with the normalizing of the United States and Cuba, it belongs on everyone’s bookshelf, or at least in the bathroom if that’s where you do your reading. Captain Hank is not someone you can hold down and after having read a Proof Copy I know that it will be universally received as the book to go to, if you want to know anything about Cuba! Excerpts from a conversation with Chief Warrant Officer Peter Rommel, USA Retired, Military Intelligence Corps, Winter of 2014.

Will" Rogers, known as "Oklahoma's Favorite Son,” was born on November 4, 1879, in what was then considered Indian Territory. His career included being a cowboy, writer, vaudeville performer, movie star and political wit. He poked fun at politicians, government programs, gangsters and current events, in a home spun and folksy way, making him one of the most idolized people in America. He became the highest paid Hollywood movie star at the time. Will Rogers died on August 15, 1935 with his friend and pilot Wiley Post, when their small airplane crashed in Alaska. He once said that he wanted his tombstone to read "I joked about every prominent man of my time, but I never met a man I didn’t like.

Pilots are like that,’ Smith was saying. ‘A lot of them think of their ships as belonging to them.’ ‘A lot of people think of their heads as belonging to them.

Whether the army was capable of carrying out such an operation was a question never asked. The officer corps had been repeatedly purged, those ousted replaced by some 2,000 Ba’thist-indoctrinated ‘educators.’ “I worked as a teacher in the staff college,” remembered Ibrahim Isma’il Khahya who, in 1966, became commander of the 8th Infantry Brigade. “My officers were mostly teachers, too. They weren’t ready for war.” The head of intelligence for the Golan district, Col. Nash’at Habash, had been kicked out and replaced by a mere captain, brother of a high-ranking Ba’th official. Ahmad Suweidani, the former military attaché in Beijing, had been boosted from colonel to lieutenant general and chief of staff. Though Syria’s 250 tanks and 250 artillery pieces were generally of more recent vintage than Israel’s, their maintenance was minimal. Supply, too, could be erratic; deprived of food, front-line troops had been known to desert their posts. The air force was particularly substandard. An internal army report rated only 45 percent of Syria’s pilots as “good,” 32 percent as “average,”‘ and the remainder “below average.” Only thirty-four of the forty-two jets at the Dmair and Saiqal airfields were operational. Yet, within the ranks, morale had never been higher. Capt. Muhammad ‘Ammar, an infantry officer serving in the fortress of Tel Fakhr, recalled: “We thought we were stronger, that we could cling to our land, and that the Golan was impenetrable. We were especially heartened by the unity between Syria, Egypt, and Jordan.” Another captain, Marwan Hamdan al-Khuli, heard that “we were much stronger and would defeat the enemy easily.

Although they weren't a superior force; Captain Hudson and his group had two distinct advantages. First they represented the Realm of the Galaxies; an authority that had not been challenged in 100 years. And second, the LMC squadrons were trying to escape. Their pilots did not want to engage in a fire fight.

When the orders were opened after arrival in Virginia, it was found that the governing body in the Colony was made up of seven councilors. Edward Maria Wingfield, of gallant service in the Low Countries; Bartholomew Gosnold and Christopher Newport, both seasoned seamen and captains; John Ratcliffe, who piloted the to Virginia; John Martin, an earlier commander under Drake; John Smith, already an experienced adventurer; and George Kendall, a cousin of Sir Edwin Sandys who later was to play a dominant role in the Virginia Company.

Ahem,” he said carefully. “Since we’re all here, um. So anyway.” He nodded at Deborah. “Morgan,” he said, and he looked at me. “And, uh—Morgan.” He frowned, as if I had insulted him by choosing a name for myself that he’d already said, and the beautiful woman snickered in the silence. Captain Matthews actually blushed, which was almost certainly something he hadn’t done since high school, and he cleared his throat one more time. “All right,” he said, with massive authority and a sidelong glance at the woman. He nodded at the man in the impressive suit. “Mr., ah, Eissen here represents, um, BTN. Big Ticket Network.” The man nodded back at Matthews with a very deliberate display of patient contempt. “And, um. They’re here, in town. In Miami,” he added, in case we’d forgotten what town we lived in. “They want to shoot a movie. A, um, TV show, you know.” The man in the sunglasses spoke up for the first time. “A pilot,” he said, without moving his face, parting his lips only enough to reveal a blinding set of perfect teeth. “It’s called a pilot.” The beautiful woman rolled her eyes and looked at me, shaking her head, and I found myself smiling eagerly back at her, without any conscious decision to do so.

One of the more useful things I learned as a midshipman at Maine Maritime Academy were the names of the seven masts of a seven masted schooner. When I mentioned to the 600 people in attendance at a Homecoming event that my degree was a BS in Marlinspike Seamanship no one laughed, leaving me in the embarrassing position of having to explain that actually I had a Bachelor of Marine Science degree. Later looking into a mirror I convinced myself that I really didn’t look old enough to have lived in an era when wooden ships were sailed by iron men. What I remembered was that we were wooden men sailing on iron ships that were actually made of steel, however I can remember schooners sailing along the coast of New England and I do remember the seven names of a seven masted schooner. In actual fact only one seven masted schooner was ever built and she was the she a 475 foot, steel hulled wind driven collier/tanker named the Thomas W. Lawson, named after a Boston millionaire, stock-broker, book author, and President of the Boston Bay State Gas Co. Launched in 1902 she held the distinction of being the largest pure sail ship ever built. Originally the names of the masts were the foremast, mainmast, mizzenmast, spanker, jigger, driver, and pusher. Later the spanker became the kicker and the spanker moved to next to last place, with the pusher becoming the after mast. Depending on whom you talked to, the names and their order drifted around and a lot of different naming systems were formed. Some systems used numbers and others the days of the week, however there are very few, if any of the iron men left to dispute what the masts were called. The Thomas W. Lawson had two steam winches and smaller electrically driven winches, to raise and lower her huge sails. The electricity was provided by a generator, driven by what was termed a donkey engine. On November 20, 1907 the large 475 foot schooner sailed for England. Experiencing stormy weather she passed inside of the Bishop Rock lighthouse and attempted to anchor. That night both anchor chains broke, causing the ship to smash against Shag Rock near Annet. The schooner, pounded by heavy seas capsized and sank. Of the 19 souls aboard Captain George W. Dow and the ships engineer Edward L. Rowe were the only survivors. Everyone else, including the pilot, drown and were buried in a mass grave in St Agnes cemetery.

Sometimes, just to see what was happening, my father would drive to the airport…. Before my birth, during the “Roaring 20’s” Newark Airport was the first major airport to serve the greater New York area. It was opened for traffic on October 1, 1928, on 68 acres of reclaimed marshland adjacent to the Passaic River. The Port Authority of New York and New Jersey later took it over from the Army Air Corps and in 1948 started a major expansion and improvement program. Driving by and seeing activity from the road, we drove to where Eastern Airlines had a shiny new DC-3 on display, and as luck would have it, it was open to the public. It was an exciting moment when I boarded this aircraft and discovered that it was first constructed in 1934, the same year I was born. An example of modern technology, it was the first modern airliner and the forerunner of commercial aviation. The DC-3 was used during World War II, when the military version was identified as the C-47. After the war it continued as the primary carrier keeping Berlin open during the Berlin Airlift. On June 24, 1948 the Soviets prevented access to Berlin to the Western Allies’. Two days after the Soviet (Russians) announcement of the blockade, the United States Air Force airlifted the first cargo into Berlin. The American nicknamed the effort, "Operation Vittles," while British pilots dubbed the operation "Plain Fare." In July 1948, the operation was renamed the Combined Airlift Taskforce. Normal daily food requirements for Berlin were 2,000 tons with coal, for heating homes, being the number one commodity and two -thirds of all the tonnage flown in. The airlift ended on May 12, 1949 when the Soviets realized that the blockade wasn’t effective against the “Allied Resolve” and reopened the roads into Berlin.

most people conform to the voice of authority even when it contradicts their intuition, expertise or values. This is authority bias. We follow rules, orders and instructions from those senior or uniformed. Co-pilots defer to captains, junior officers to lieutenants, managers to CEOs. Who do you listen to? Power, social class and wealth create a natural hierarchy of who gets heard.

We are training to command ships in combat, not here in the solar system, but lightyears away. They sent the pilots and the captains, but the admirals who will command them are still back here. At FleetCom. They had generations to find the right commanders, and we’re the ones. It left him

This shadowy, depersonalised, frankly militaristic ‘they’ (why should I call the pilot ‘captain’ – I didn’t join his army) is what makes commercial air travel so Orwellian. Say you want to take a nap, what do you ordinarily do? Take off your trousers, clear a space on the floor and maybe set an alarm on your phone. Sometimes I’ve lain down on the pavement for a week, and no one has bothered me. People on my street know me, and they’ll either hop over or take a brief detour into the road. On a plane it’s all, ‘Sir, you’re blocking the trolley.’ Don’t call me ‘sir’ and then tell me what to do! Even the homeless get to sleep lying down. A squatting vagrant huddled in his hovel has more room than the ‘executive’ in business class. How can it be a business-class service if you don’t get your own toilet? Some of the worst things I’ve ever smelt I’ve smelt after opening a business-class toilet. And I’m the one embarrassing myself?! Please. Go smell what’s in the business-class toilets, and then we’ll talk.

This, as you might recall, was a shuttle piloted by Captain April Idowu, who had taken a solo flight down to the moon to try and secure a sample of the Aegix nanobots that had been released from the crashed probe that escaped way back in book one, back in those simple days when we were only concerned with saving the galaxy and not all the implications of time travel and whether you’re clever enough to write your way out of this absolute mess.

Encouraged, the captains and pilots indicated they were strongly in favor of pushing on—all but one, that is.

(Which was probably just an empty casing. Probably.) Mellie stood next to him, supervising. When she saw us, she waved and gave us a sad smile, but she pointed toward the plane, where Piper stood at the base of the steps, talking with the pilot. In her hands, Piper held something large and flat—a display board. She had a couple of books under her arm, too. To her right, near the tail of the aircraft, the luggage compartment stood open. Ground-crew members were carefully strapping down a large wooden box with brass fixtures. A coffin. As Meg and I walked up, the captain shook Piper’s hand. His face was tight with

After nightfall, when most of the American planes had been taken aboard, a new formation of planes arrived over the task force. First, the drone of their engines could be heard above the cloud cover; then they slipped into view, at about the height of the Lexington’s masts. “These planes were in very good formation,” recalled Lieutenant Commander Stroop. They had their navigation lights on, indicating that they intended to land. But many observers on both carriers and several of the screening vessels noted that something was awry. Captain Sherman of the Lexington counted nine planes, more than could be accounted for among the American planes that were still aloft. They were flying down the Yorktown’s port side, a counterclockwise approach, the reverse of the American landing routine. They were flashing their blinker lights, but none of the Americans could decipher the signal. Electrician’s mate Peter Newberg, stationed on the Yorktown’s flight deck, noticed that the aircraft exhausts were a strange shape and color, and Stroop noted that the running lights were a peculiar shade of red and blue. The TBS (short-range radio circuit) came alive with chatter. One of the nearby destroyers asked, “Have any of our planes got rounded wingtips?” Another voice said, “Damned if those are our planes.” When the first of the strangers made his final turn, he was too low, and the Yorktown’s landing signal officer frantically signaled him to throttle up. “In the last few seconds,” Newberg recalled, “when the pilot was about to plow into the stern under the flight deck, he poured the coal to his engine and pulled up and off to port. The signal light flicked briefly on red circles painted on his wings.” One of the screening destroyers opened fire, and red tracers reached up toward the leading plane. A voice on the Lexington radioed to all ships in the task force, ordering them to hold fire, but the captain of the destroyer replied, “I know Japanese planes when I see them.” Antiaircraft gunners on ships throughout the task force opened fire, and suddenly the night sky lit up as if it was the Fourth of July. But there were friendly planes in the air as well; one of the Yorktown fighter pilots complained: “What are you shooting at me for? What have I done now?” On the Yorktown, SBD pilot Harold Buell scrambled out to the port-side catwalk to see what was happening. “In the frenzy of the moment, with gunners firing at both friend and foe, some of us got caught up in the excitement and drew our .45 Colt automatics to join in, blasting away at the red meatballs as they flew past the ship—an offensive gesture about as effective as throwing rocks.” The intruders and the Americans all doused their lights and zoomed back into the cloud cover; none was shot down. It was not the last time in the war that confused Japanese pilots would attempt to land on an American carrier.

A boat without a captain is nothing more than a floating waiting room: unless someone grabs the rudder and starts the engine, it’s just going to drift along aimlessly with the current. A piece of software is just like that boat: if no one pilots it, you’re left with a group of engineers burning up valuable time, just sitting around waiting for something to happen (or worse, still writing code that you don’t need).

These islands and the seventy or so other Tuamotus host about 15,000 inhabitants now, who in addition to some French speak their own discrete branch of the Polynesian language, Pa‘umotu. There are pearl farms, resorts, and local communities sustained by the traditional resources of reef and garden, all pressed between the lagoon’s green lens and the open ocean. I have yet to visit very many of these places, but in this aspect they recall to me the words of the author Mark Vanhoenacker—a pilot who writes elegantly of unwalked landscapes sensed instead by overflight. It is a notion he credits to the Alaskans, who may cross broad reaches of their trackless state from above, borne aloft in tiny planes to their own personal corners of the wilderness. I feel this way about the Tuamotus, which for now are like the rings of Saturn passing in the window of my spaceship—unexplored but captivating, if not entirely inviting in their presence.

What people are saying about WAR EAGLES ​5 out of 5 stars! WW2 with a dash of fantasy! I really enjoyed stepping back in time as the race for air travel was developing. One could truly feel the passion these pilots and engineers had for these magnificent machines. The twist of stepping back into a land of Vikings and dinosaurs was very well executed. Well done to both the author and the narrator. ​ Reminiscent of Golden Age Sci Fi This audio book reminded me of some of the 40's and 50's era tales, but what it happens to be is an alternative timeline World War II era fun adventure story. Think of a weird mash-up of a screw-up Captain America wanna-be mixed with the Land of the Lost mixed with Avatar where Hitler is the real villain and you might come close. At any rate, it's load of good fun and non stop action. But don't get distracted for a minute or you'll miss something! There are american pilots, Polish spies, Vikings, giant prehistoric eagles and, of course, Nazis! What more could you ask for to while away an afternoon? Our hero even gets the (Viking) girl! Put your feet up an get lost in what might have been.... 4 out of 5 stars! it's Amelia Earnhart meets WWII This is not an accurate historical fiction book, but rather an action-packed book set an historical time. I normally listen to my books at a higher speed, however the amount of drama and action in this book I had to slow it down. I like the storyline and the narrator however, the sound effects throughout the book did kind of throw me since I'm not used to that and most audible books. still I would recommend this is a good read.​ 5 out of 5 stars! I Would Like to See this on the Silver Screen Back in the late 1930s, the director of King Kong started planning War Eagles as his next block buster film. Then World War II intervened and the project languished for decades. It helps to know this background to fully appreciate this novel. It’s a big cinematic adventure waiting to find the screen. The heroes are larger than life, but more importantly, the images are bigger and more vivid than the mighty King Kong who reinvented the silver screen. And what are those images you may ask? Nazis developing super-science weapons for a sneak attack on America, Viking warriors riding gargantuan eagles in a time-forgotten land of dinosaurs, and of course, those same Vikings fighting Nazis over the skyline of New York City. This book is a heck of a lot of fun. It starts a little bit slow but once the Vikings enter the story it chugs along at a heroic pace. There is a ton of action and colorful confrontations. Narrator William L. Hahn pulls out all the stops adding theatrical sound effects to his wide repertoire of voices which adds a completely appropriate cinematic feel to the entire story. If you’re looking for some genuinely heroic fantasy, you should try War Eagles. Wonderful story War Eagles is a really good adventure story. ​5 out of 5 stars!

All of this circumnavigating the earth was to get back to my life 6 trips to the moon for my poetry to arise I’m not a captain I’m not a pilot I write

The Captain drew a long breath, conscious deep within him of an enormous satisfaction. 'Write this down, and then send it to them. "To Flag Officer in Charge, Londonderry, v Marlborough. HMS Marlborough will enter harbour at 1300 today. Ship is severely damaged above and below waterline. Request pilot, tugs, dockyard assistance, and burial arrangements for one officer and seventy-four ratings." Got that?

Leaving West Africa was bitter sweet. I had made friends the most of which I would never see again. I was seen as an adult in Liberia and for the first time in my life I was accepted as a grown-up. In fact I was given responsibilities I could never have expected had I remained in the United States. As the captain of a coastal vessel I had the same duties as the captain of any ship, large or small and the decisions I made affected the lives of everyone aboard. Although I never gave it much thought the value of the ship and cargo was worth millions of dollars and I was entrusted with it and the lives of the crew and the occasional passengers that sailed with me. When I embarked on this venture I was under the legal age of 21 and signed for everything “under protest.” The skillsets needed to be the captain of a small ship are the same as those needed on a larger vessel only there were less people to do them. Navigation was the same and ship handling without tugboats or thrusters was even more difficult. I did my own piloting, calculated the center of gravity and figured out fuel, water and cargo placement without even the use of a calculator. Computers, GPS, Depth finder, Loran and Radar were thing not yet available for most ships. Since you don’t miss what you never had, life was good and I did what I had to do. Fortunately for the most part everything worked out well. I remember that when I returned to New York and rode in a subway car thinking “Wow, none of these people know that I just returned from West Africa where I was a harbor pilot and the captain of a ship.” The thought that I had accomplished so much at my young age seemed important to me and I thought that it was something they might want to know. The thought that flashed through my mind next brought me back down to earth. “No one would give a shit!” I was back in New York City and would soon be back out to sea….

Jeff cautiously peeked above-deck. The Captain was headed towards the pilot-house, still holding his shotgun at the ready. As soon as he turned his back to enter the pilot-house, Fortner dashed across the deck after him. He burst through the doorway and fired into the radio just as the Captain had flipped the ‘transmit’ switch. The Captain swung about the shotgun barrel, knocking the Luger from Jeff’s hand. Jeff grabbed the barrel and the two of them began struggling over possession of the weapon. They collided with every surface in the cramped room.

She had been told over the years by pilots, usually when they were having a drink, that the last words of most captains before their aircraft augured into the side of the mountain or broke apart before breaking the plane of the sea were these: MOTHER. MOMMY. MOM.

As a newly acclaimed author in the literary world, Night Flight, or Vol de nuit, was the first of Saint-Exupéry’s literary works and won him the prix Femina, a French literary prize created in 1904. The novel was based on his experiences as an early mail pilot and the director of the Aeroposta Argentina airline in South America. Antoine is also known for his narrative The Little Prince and his aviation writings, including the lyrical 1939 Wind, Sand and Stars, which is Saint-Exupéry’s 1939 memoir of his experiences as a postal pilot. It tells how on the week following Christmas in 1935, just a year after I was born, he and his mechanic amazingly survived a crash in the Sahara desert. The two men suffered dehydration in the extreme desert heat before a local Bedouin, riding his camel, discovered them “just in the nick of time” to save their lives. His biographies were quite hot for the time and divulged numerous affairs, most notably with the Frenchwoman Hélène de Vogüé, known as “Nelly,” who was referred to as “Madame de B.” Photo Caption: Monument of Saint-Exupéry’s airplane in the Sahara desert. Read these award winning books!

itself was a flying one. My father was a captain for United Airlines, piloting stretch DC-8’s to West Coast cities and Hawaii. My aspiration was always to be a pilot as well, a compelling interest for me from a young age, fueled undoubtedly by pride in what my dad did. I obtained my pilot’s license at age seventeen, learning to fly in the family’s single-engine

Next time you run across an unusually good designer, landscaper, mechanic, electrician, carpenter, plumber, radiologist, surgeon, orthodontist, small business owner, computer software or graphics designer, computer networker, photographer, artist, boat captain, airplane pilot, or skilled member of any of the dozens of “dyslexia-rich” fields we’ll discuss in this book, ask if that person or anyone in his or her immediate family is dyslexic or had trouble learning to read, write, or spell. We’ll bet you dollars for dimes that person will say yes—the connection is just that strong. In fact, many of the most important and perceptive experts in the field of dyslexia have remarked on the link they’ve seen between dyslexia and talent.

Bacardi Limited was started in Santiago de Cuba by Facundo Bacardí Massó, a wine merchant. Having immigrated to Cuba from Spain in 1830, he refined the method of making a quality rum, which until then was considered an inferior drink compared to grain whiskey. Filtering the rum through charcoal gave it a smoother taste and made it the drink of choice in the island nation. One hundred years later, the company headquarters moved into an art deco building in Havana. Other than drinking it straight, the favorite way of drinking rum was with Coca-Cola, which is now called a “Cuba Libre.” At the time I was there, the midshipmen bought cases of rum for very little money and brought them back to the ship without anyone objecting. The Navy also routinely flew to Cuba, and brought airplane loads of Bacardi Rum back to Pensacola, on what were called “Rum Runs.” This was not considered smuggling, but rather was thought of as “routine multi-engine training flights for U.S. Navy SNB-5 pilots.

She had been told over the years by pilots that the last words of most captains before their aircraft augured into the side of the mountain or broke apart before breaking the plane of the sea were these: MOTHER. MOMMY. MOM

On the Flight Deck this afternoon, a young plane captain, his mind obviously preoccupied with other matters, walked directly in front of an F-8 intake as the bird was turning up. He was instantly sucked off his feet and pulled down into the jet turbine tunnel. Fortunately, someone saw it happen and frantically signaled for the pilot to cut his engine. Once silenced, two squadron crew members crawled into the intake to rescue the dumb shit or what was left of him. They found his body wrapped around the generator hump directly in front of the turbine blades. He had miraculously avoided being chopped to pieces like steak in a meat grinder.

holster, and Ridge let him. “Yes, sir.” He waited for Bockenhaimer to point out that neither pilots nor colonels had the experience necessary to command army installations, but the general merely leaned forward to squint at the papers. “Retirement?” He leaned closer, a delighted smile stretching his lips. “Retirement!” Ridge resisted the urge to roll his eyes. He wondered if the general had been a drunk before they shipped him out here—could this place have been a punishment for him as well?—or if commanding a remote prison full of felons had driven him to drink. “Yes, sir,” Ridge said. “If you could tell me about the S.O.P. here and give me a few—” Bockenhaimer jumped to his feet, wobbled—Ridge caught him and held him upright despite being surprised—and lunged for the window. “Is that my flier? I can leave today?” “Yes, sir. But I’d appreciate it if you—” The general threw open the window and waved to the pilot. “Wait for me, son. I’m already packed!” Oddly, the wobbling didn’t slow Bockenhaimer down much when he ran around the desk and out the door. Ridge’s mouth was still hanging open when the general appeared in the courtyard below, a bag tucked under his arm as he raced along the cleared sidewalks. “That’s… not exactly how the change-of-command ceremonies I’ve seen usually go.” Ridge hadn’t been expecting a parade and a marching band, not in this remote hole, but a briefing would have been nice. He removed his fur cap and pushed a hand through his hair, surveying his new office. He wondered how long it would take to get rid of the alcohol odor. He also wondered how long that poor potted plant in the corner had been dead. Hadn’t that young captain been the general’s aide? He couldn’t have had some private come in to make sure the place was cleaned? Maybe the staff was too busy guarding the prisoners, and the officers had to wield their own brooms here. Ridge was looking for the fort’s operations manuals when a knock came at the door. “Sir?” Captain Heriton, the officer who had met him at the flier, leaned in, an apprehensive look on his face. His pale hair and pimples made him look about fifteen instead of the twenty-five or more he must be. “Yes?” “It’s about that woman… she said she was dropped off yesterday—we got a big load of new convicts—and that she doesn’t remember the number she was issued.” “The number?” “Yes, sir. The prisoners are issued numbers instead of being called by name. Keeps down the in-fighting. Some of them are prisoners of war and pirates, and there are a few former soldiers, and some of those clansmen from up in the north hills. It’s easier if they start out with new identities here. The general didn’t brief you?” The captain glanced toward the window—the flier had already taken off. “I guess he did leave abruptly.” “Abruptly, yes, that’s a word.” Not the word Ridge would have used, but he couldn’t bring himself to badmouth the general yet, not until he had spent a couple of weeks here and gotten a true feel for where he had landed. “You don’t happen to know where the operations manuals are, do you?” “They should be in here somewhere, sir.” The captain started to lean back into the hall. “The woman’s report, Captain,” Ridge said dryly. He knew the man hadn’t found it, but wasn’t ready to let some prisoner wander around without

Once a plane is in the air, you can't even leave it! I've tried! They won't let you! You have to wait until 'they land'. This shadowy, depersonalised, frankly militaristic 'they' (why should I call the pilot 'captain' - I didn't join his army) is what makes commercial air travel so Orwellian. Say you want to take a nap, what do you ordinarily do? Take off your trousers, clear a space on the floor and maybe set an alarm on your phone. Sometimes I've lain down on the pavement for a week, and no one has bothered me. People on my street know me, and they'll either hop over or take a brief detour into the road. On a plane it's all, 'Sir, you're blocking the trolley.' Don't call me 'sir' and then tell me what to do!

Seawater Two - Adventures in West Africa is part of a series of books illustrating the life and times of Captain Hank Bracker. Seawater Two follows his adventures as a young Ship's Captain and Harbor Pilot in Liberia, West Africa. This book takes the reader for a boat ride along the dangerous coast of Africa and into the interior by river, during the post WWII years. Being a no holds barred book it describes the environment, culture and personal encounters with the people of Liberia. It's not the kind of book you would want to put down until you have savored every page.  

Stories from Beyond the Sea – “I could not believe my good luck!” from Page 31 “Not only was she stunningly beautiful but she was also witty, flirtatious and at the same time understanding and loving, I couldn’t believe my good fortune and did all I could to convince her to stay with me in the United States. After getting married to my young wife Ursula, in a small town in upstate New York, and thinking that the US Navy would be a better option than returning to a life at sea on merchant ships, I took the navy exam to become a student pilot. As a commissioned officer with the rank of Lieutenant Junior Grade (LTJR) I enjoyed many benefits that the aviation cadets didn’t get, including having basic living quarters. Having had some prior experience flying the right hand seat in a DC-3 when I was in Liberia, I took to aviation, my new endeavor, like a duck to water.

The pilot of a foundering vessel, perhaps, looking to his captain, silently asking if they really did intend to go down with the ship. Perhaps that’s why captains do go down with their ships. No better ideas.

Cass smiled, thinking nothing of it. “Yes. It’s a nickname for my baby daddy. His name has three of the same letter so they call him trip for triple.” I felt the blood rush from my face. “What three letters?” “C. His name is Captain Carter Clynes.

The American navy captured fifty merchantmen, but the real damage to British commerce in 1812 was done by what one Republican called “our cheapest & best Navy”—American privateers.181 Congress laid down the rules for privateering a week after the declaration of war, and several days later the administration began issuing commissions.182 The first privateers were small pilot boats armed with one large center-pivot gun, called a “Long Tom,” and carrying fifty or sixty men armed with assorted small arms: muskets, sabers, boarding pikes, and the like. According to one privateer captain, this “was quite enough to capture almost any British merchantman, at this stage of the war.

routine of combat zone life a few days later, on December 13, 2003, when Saddam Hussain was captured in Tikrit by the army's 4th Infantry Division and Task Force 121 in an operation known as Red Dawn.